Traffic signal



Jan. 6, 1942. w. J. NORTON TRAFFIC SIGNAL 5 Sheets-Sheet 1 Filed Oct. 19, 1939 jwuwvtom W 40; f /l/0//0/7 w. J. NORTON 2,268,719

TRAFFIC SIGNAL F'ile d Oct. 19, 1939 5 Sheets-Sheet 2 mun),

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TRAFFIC SIGNAL F-iled Oct. 19, 1939 gwue/wtom 5 Sheets-Sheet 3 '6, 9 2- w. J. NORTON 2,268,719

I TRAFFIC SIGNAL Filed Oct. 19, 1939 '5 Sheets-Sheet 4 IHIIHIIHIHIIIIHIIII Jan. 6, 1942.

w. J. NOR-T ON 2,268,719

TRAFFIC SIGNAL I Filed Oct. 19, 1939 5 Sheets-Sheet 5 Patented Jan. 6, 1942 7 2,268,719 TRAFFIC SIGNAL William J. Norton, lndi aiiapolis, Ind., assignor to Walter E. Beyer, Indianapolis, Ind.

Application October 19, 1939, Serial No. 300,248

6 Claims. 691. 177-337) This invention relates to traffic signal control systems and more particularly to a novel timing mechanism for controlling the individual signal lights at a. highway intersection or a plurality or series of intersections as may be de- 5 sired.

One important object of the present invention is to provide a novel time cycling control apparatus for a multiple number of signal lamps whereby a variation of one set may be had rela- -1'0 tive to another set.

Another object of the invention is to provide a novel mechanism which shall provide variable timing in respect to a duration of illumination of a bank of lights together with a switching off 15 in a desired sequence of the individual lamps within the bank within'a given time limit.

A further object of the invention is to provide a trafilc signal light timer of the character designated which shall be simple in construction and 20 more durable in operation than similar apparatus heretofore employed.

A still further object of the invention is to provide a novel control mechanism such that the timer unit may be removed and replaced by a l-2 like structure whereby adjustments and repairs may be made at a central repair station so as to provide for quick replacement in order to minimize interruption in operation of the traific signal. lizsl These and-other objects and advantages of the present invention will be more apparent from the following specification and drawings and more particularly set forth in the claims.

Inthe drawings:

Fig. 1 is a view in elevation of a traffic control standard embodying the present invention,

Fig. 2 is a diagram of the electrical circuits embodied in the present system,

Fig. 3 is a front view in elevation of a timerl" unit for controlling the individual lamps in each bank of a signal head,

Fig. 4 is a side view showing the connections for one signal head,

Fig. 5 is a perspective view of a drum controller; for the signal lamps in one signal head,

Fig. 6 is a fragmentary sectional view on line 6-6 of Fig. 3, v

Fig. '7 is a sectional view on line 1-1 of Fig. 3,

Fig. 8 is a. fragmentary sectiona1 view on line F 88 of Fig. 3,

Fig. 9 is a view in elevation of the timer unit for the drum controller,

Fig. 10 is an end view of the apparatus shown in Fig. 9, and, 5

single lamp behind a large lens.

Fig. 11 is a top view'of the apparatus shown in Fig. 9.

Referring to the drawings, there is shown in Figs. 1 and '2 a trafiic signal control apparatus and the electrical circuit for controlling the same in accordance with the present invention.

The controller unit illustrated in Fig. 3 is par- 'ticularly adapted to that type of highway traffic signa1 apparatus as generally shown in U. S. Letters Patent No. 2,111,087, issued March 15, 1938, to Walter E. Beyer and is indicated in the slightly modified form illustrated in Fig. 1. The only distinction however in Fig. 1 over the showing in the patent is that the central stop or red light signal consists of a plurality of lamps I0, hereinshown as seven in number, in place of a The plurality of lamps I0 operate as a unit, however, and are provided for a factor of safety in that should one lamp burn out, there still remains six others to convey the stop signal. The central stop signal lamps are encircled by a plurality of green lamps indicated by the numeral l l herein shown as twelve in number, and all of the lamps are set back within a suitable shield or'hood [2 to provide the desired projection and visibility of the light from the lamps.

Where the signal is employed at highway crossings, it is customary to maintain one head' l3 in the direction of one road, on East-West highway,

for example, and a second head I turned in the direction'of the crossing road, which may be designated North-South highway. These heads may be mounted on any suitable device such as a standard l5 and operated by a control unit i6 mounted on a suitable bracket indicated by the numeral l1.

' The controller unit embodying the present invention for the signal lamps in each head l3 and 14 will now' be described.

As shown in Fig. 3. this controller for operating the go and stop signal" lamps alternately in each head comprises essentially 'a housing framework including plate side members 202I secured together by suitable strut members indicated by the numerals 22-23. Associated with each side member 20' and 2| and mounted thereon are insulation panel boards 24 and 25 respectively. These panels are mounted in spaced relation to the frame by stud bolts 26 and 21 so as to hold the circuit wire connections between the signal lamps for each head and the timer 'ashereinafter described. This construction facilitates the assembling of the contacts and the removal of the panel for-the purpose .of

erate a go signal having twelve individual green lamps disposed in a circle as shown in Fig. 1 and maintain all these lamps energized for a predetermined period and then progressively extinguish them, one each second, to terminate the period of the go signal. Twelve lamps have been selected as the most desirable because when these are extinguished one each I second, this gives the motorist twelve seconds to clear the intersection before the final termination of the go period and the appearance of the stop signal. Any other number of green lamps may be employed to give the termination signal if desired, but I have found that twelve is the most desirable.

For convenience in describing and illustrating the operation and connections for the several lamps in each head, reference may be had 'to the diagrammatic representation shown in Fig. 2 wherein by way of illustration, the. contacts on panel 24 control the lamps in head l3, and the contacts on panel 25 control the lamps in head M. I The circuit arrangement and contact making parts are the same for each head and it is believed that a detailed description of one set of lamps in a head will be sufficient to explain the operation of the novel timing mechanism forming the subject matter of the present invention.

It will be further understood, that when the circuit connections are completed for showing the go signal lights in head I3, the stop signal lights in head I 4 will be energized and this alternate operation continued in a cyclic order.

Referring to Figs. 2 and 4 there is illustrated the preferred arrangement of connector parts for the panel boards 24-25, and the associated lamp units |3-|4, and since these connections are identical, one set of numerals to indicate the control of one head is all that is believed necessary to adequately explain the novel arrangement. The conductor connectors for each of the twelve green lamps in the head l3 include twelve studs indicated by the numerals 29 to 40 inclusive. These studs are mounted on the panel board 25 and equally spaced about the axis of a drum contact controller member 4|. A similar arrangement of contacts is disposed about the companion drum 4| for the opposite lamp unit M. A conductor stud- 53 is placed in close proximity with stud 3B for providing a control circuit as hereinafter described. Each of the twelve studs 29 to 40 inclusive mounts a spring contact arm indicated by the numerals 29 to 40' inelusive, and these contact members control the circuits to each of the twelve lamps in the head I4, first to illuminate all the lamps for a period and then to progressivelyextinguish them at one second intervals to terminate the go signal. These twelve spring contacts are mounted so that the free ends shall be in wiping contact with the periphery of the drum 4|. The stud 53 carries a spring contactarm 53 which connects with one side of an A. C. source and this arm 53-is energized by the operation of the asmetal conductor sections of 4|.

sociated spring arm 36, which in turn energizes the drum 4| as hereinafter more fully described.

One of the features of the present construction is the arrangement of the spring contacts so that six shall be located in one plane and run in one path on the drum controller 4| and six shall run on a parallel path on the controller. This arrangement enables the parts to move with the desired contact relation and at the same time facilitate assembly and repair of these parts. The controller drum 4| and its companion 4| are fixedly mounted on an operating axle shaft 43 extending through and supported in the side frames 20 and 2| by bearing members 44 and 45 respectively. Each drum assembly includes primarily a pair of insulation discs 46 and 41 secured together as a unit by any suitable means such as the screws indicated by the numeral 48, as shown in Fig. 5. The periphery of each disc 46 and 4'! on the controller is diametrically divided into conductor and insulation surfaces as indicated by the'numerals 49 and 50 respectively. The conductor surface path 50 is a metallic band extending and the insulation path 49 adjacent thereto is an exposed portion of the associated insulation disc. It will be noted that the conductor sections are connected by a metallic strip 49' so that the conductor segments shall be simultaneously energized.

The operation of the contact drum controller is as follows:

As drum member 4| revolves, the contacts 29 to 40 inclusive are picked up by a rise cam 52 in each path and are held in contact with Contact 36 is connected to No. 12. which is the last of the green lamps in head I 4, and then the contact 36 is picked up by rise cam 52 and contacts with spring contact 53' the instant that the correspondingcontact drops off a ledge 5| on opposite drum. This extinguishes the last green lamp in head I3 and the red lamps in head l4, and simultaneous with this operation all twelve green lamps in head l4 and red lamps in head l3 are illuminated. Also, at this instant, the timing circuit is completed to a solenoid 10, Fig. 3, opening a clutch 60 and holding drum 4| at rest with contacts 29 to 40 on the metal portion of the drum in electrical connection with line contact 53. When the predetermined time has lapsed, the circuit to solenoid 1D is broken, clutch 60 is engaged, and drum 4| begins to rotate so that contacts 29 to 40 drop off a ledge 5|, extinguishing lamps in proper sequence. Contact 36', connected to No; 12 lamp in head i4 is last to drop off the ledge of its drum 4|, thereby breaking line connection 53'for that head. During the portion of the cycle when contacts 29 to 40 are droppingjoffcam ,drum 4| for head l3, the corresponding-contacts on the opposite drum 4| for head l4 are being picked up by their drum members. r

This is accomplished by providing the ledge drop 5| in one path between the conductor surface 50 and an insulation surface 49 in the same path. and a cam or rise surface 52 adjacent thereto in next adjacent parallel path which leads from an insulation surface 49 to a=conductor surface 50. Itwill be noted that the 180 conductor surface of one path terminates'in a ledge 5| and the parallel adjacent. conductor path begins with a cam surface 52. It will be assumed that the drum turns relative to the spring contacts in a counterclockwisedirection so that they drop off of ledge and rise on cam surface 52 as shown in Figs. 4 and 5.

Cam rise surface 52 is necessary to raise all contact members in order to provide a drop off ledge for quick break of contacts. It will also be noted that the drum contact and insulation surface and the connecting drop and cam surfaces are in the same fixed angular relation on the shaft 43. A knob 54 is provided which enables the shaft and the associated drum contactors to be turned manually when desired for the purpose of adjustment as hereinafter described. By mounting these drum controllers rigidly on the same shaft and in the desired angular relation, it insures that the operation of the circuit controlling mechanism for the lamps of each head 7 l3 and I4 shall move in a fixed sequence and any variation in the timing of the individual lamps or the banks of lamps shall be effected only by an auxiliary timer hereinafter more specifically described.

The mechanism for driving and controlling the shaft 43 with its drum contactors 4l-4l' includes the synchronous motor 55. Fixed to the motor shaft is a gear 56 which meshes with a pinion gear 51 loosely carried by the shaft 43. The gear 51 is integrally connected with a jaw clutch member 58. The gears 56 and 51 are maintained in alignment by a suitable spring member indicated by the numeral 59. The complement of clutch member 58 includes a member 68 having an intergral hub portion 6|. This clutch member also includes a pair of outwardly projecting pin members 62-83 spaced 180 apart. The hub BI is provided with a flanged hollar 64 and a notch slot 65. Fixed to the shaft 43 is a collar member 68 having a hub provided with a peripheral flange 61 and a hub projection 68 which fits into the notch 65 to provide a fixed drive connection between the clutch member 58 and the contactor drive shaft 43. Surrounding the connecting hub sections and located between the flanges B4 and 61 thereof is a coil spring 69.

The clutch controlling mechanism includes the solenoid coil Ill mounted on the frame 2| and is provided with a vertically disposed movable armature H having lateral roller projections 12-12. Located above the solenoid and pivotally mounted to one side of the armature H is a yoke member 13 provided with an end member 14 and the V-shape slot 15 formed in the central portion thereof. Also carried by the free end of the yoke member is a pair of upstanding arm members 16-18 which engage the outside of collar 64 of the clutch member 88. The arrangement is such that when the solenoid is energized, the members 76 are raised into engagement with the collar 64 to depress the same laterally and thus disengage the clutch. Simultaneous with this movement, one of the pin members 62-63 on the disc shall be engaged and held by the V-notch in the yoke.

This provides for an absolute checkon the synchronism of the drum controllers at each half revolution, thereby preventing any irregularities in the sequential operation of the signal lights. The engagement of these pins at each half revolution also provides a positive fixed stop or brake for the clutch member 69.

To further facilitate the operation of the drums 4I-4l, there is provided a manually operable lever I1 pivotally mounted in the timer frame at 18. This lever is adapted to engage one side of th collar 54 so that the clutch may be manually disengaged in order that shaft 43 may be turned freely to facilitate inspectionof the contacts and set the drums in proper'synchronizing position when putting the control system into operation.

The operation of the clutch solenoid 10 is controlled by a second synchronizing motor 19 which may be designated a timing motor and is connected directly with the current source as shown. This being a 60 cycle A. C. synchronous motor, the same as motor 55, these run constantly at the same speed and facilitate the operation of the signal system as more fully hereinafter described. I

The timing motor 19 for controlling the cycle of operation of the trafiic lights and the operating parts associated therewith is shown in Figs. 9, 10 and 11. This apparatus includes a frame housing having side plate members Bil-8| supported and spaced apart by suitable strut members 82-82. These members support the motor I9 and its associated driving gear 83 which is mounted on the motor shaft on the outside of plate 80. Also mounted in the frame and supported between the side plates is a shaft 84 which carries a pair of adjustable cam discs 85-86 forming a unit cam. This cam is secured to a collar flange 8'! which forms an integral part of a pinion gear 88.

Located between the motor pinion gear 83 and the cam gear 88 is an idler gear 89. This gear is journalled at one end in a movable carrier frame 90 having one end journalled on the mo tor shaft 83 and the free end of the carrier supported by a spring 9 so that idle gear 89 shall be held in fixed relation to the motor gear and in yieldable mesh engagement with the cam disc drive gear 88.

Cam disc gear 88 and cam discs 85-86 are to be assembled as a unit. When a time cycle other than originally provided is desired, a new cam and gear unit is installed. The time of a cycle, one complet change from N-S to E-W is governed by the speed of shaft 84. The time allotted to each half of cycle i. e., to N-S traffic or E-W traffic can be varied by shifting the cams as provided, but the total time of a cycle can only be-change d by a change in R. P. M. of the shaft 84. I

For example, if it is desired to operate the timer motor at a speed of 1.25 R. P. M., cam shaft 84 produces a 48-second cycle, the N-S head can be set to total 24 seconds and the E-W head at 24 seconds or N-S at 23 seconds and E-W at 25 seconds, or vice versa. The greatest difference is 18 seconds for one head and 30 seconds for the other, due to construction of the cams. If a 40-second cycle would be more desirable, shaft 84 would have to be driven 1.5 R. P. M. With this change in speed, the angular displacement of the drop off and pick up of the cams has to be changed, necessitating a new set of cams as well as a new gear 88. When arm 94 of switch .95 is on the high portions 9l'-92 of the cams 85-86, the solenoid 18 is energized and all green lamps in one head and red lamp in opposite head are illuminated, drum 4| being at rest. When arm 94 drops off the ledge of its cam disc, the twelve second period commences for progressively extinguishing the green lamps. This period ends when arm 94 is raised by next high portion of the timer cam.

In other words, the high portions 91-92 of cams 85-86 determine the rest periods and the low portions determine the time drum 4| is in motion. As the drums 4l-4l' must always be in motion for exactly twelve seconds, the low portions of the cams cannot be varied, but the high portions are variable in order to change the rest periods of each half of cycle.

It will be noted that the periphery of disc 858 6 includes two raised cam surfaces 9l-92 and 9I92' respectively. These cam surfaces are of such a size and angular position to provide the desired time interval for a designated timing cycle of the trafilc light. These cams engage a roller arm 94 which operates a switch 95 directly controlling the free circuit to the clutch solenoid I0.

The cam disc 86 is angularly adjustable relative to the cam 85 by means of the elongated slots 94' and 95' which are engaged by tap bolts 95 and 91 respectively. This adjustment also provides for timing the duration of the green lamps in the cycle of operation before the twelve second drop ofi period of the green light cycle commences. In other words, if it is desired to maintain the green lights for a twenty second interval all of the green lights are on for eight seconds and then drop off one each second for twelve seconds. If it should be desirable to prolong this interval for say twenty-two seconds, all of the green lights will remain on for ten seconds and then the twelve lights will drop oiT one each second.

One of the particular features of the present timing system is that regardless of the time of the cycle of operation there always remains the twelve second drop off period for the green lights thereby advising the motorist of the time remaining in the green light or go. The fact that the synchronous motors for driving the controller drums and the timing mechanism operate at constant speed, the synchronized effect of these tWo motors provides a very dependable, as well as flexible cycle of operation,

Another feature of the particular timer control is the provision of what may be termed an off control cam lobe 91. The cam 91 is also rigidly mounted on the shaft hub 81 and operates a switch 98 which is connected across the line of a timer switch circuit indicated by the numeral 99, as shown in Fig. 2.

This ofi cam and switch comes into use only at the expiration of daily service period when circuit is disconnected by some means.

In most traffic control systems a single pole disconnect switch is placed in the ungrounded conductor for on and off operation. In most cases this switch is incorporated in a time clock but may be manually operated. This off cam is placed on shaft 84 as part of the cam and gear assembly. A switch 98, as shown in Fig. 2, is in contact with the off cam. A single pole 98 normally closed circuit is connected across a time clock or a manually operated switch mentioned above. It maintains a continuous circuit to the timer after the time switch opens the circuit until the high point of the off cam trips the switch and breaks the circuit to the timer. This provides a definite stop for the timer unit. The off timer cam is placed on the shaft 84 so that the timer unit shall always stop at a point where arm 94 of switch 95 is on a high portion of the timer cam and drum 4| is at rest. Thus when the time clock closes the circuit, solenoid 10 is immediately energized and clutch 60 is held open permitting drum motor 55 to reach synchronizing speed before the load is applied. The action takes place after the service has been off all night and the time clock throws the switch on again, starting the service as usual.

Having thus fully described my invention what I claim is:

1. A trafiic signal device comprising a pair of signal display units, each unit including a bank of green lamps and a bank of red lamps, a timing device for the lamps including a drum contactor controller for controlling the circuit to each of the green lamps and all of the red lamps in each display unit, a pair of cam surfaces on each drum and positioned apart, a synchronous motor for operating the drums, a clutch member interposed between the synchronous motor and the drive shaft for the drums, a solenoid for controlling the operation of the clutch, a timing device for controlling the operation of the solenoid whereby the clutch holds the drums for a period to exhibit all the green lamps of the go signal and then release the clutch when one of the cams is in a predetermined position relative to the arrangement of the green lamps in the bank so as to permit the progressive extinguishing of each green lamp to terminate the go signal.

2. A traflic signal device comprising a pair of signal display units, each unit including a bank of green lamps and a bank of red lamps, a timing device for the lamps including circuit connections to the lamps of each bank, a rotatable shaft mounted in a frame having spaced side members, a pair of drum controllers for the lamps in each bank rigidly mounted on the shaft, a plurality of contact members disposed about the axis of the drum controller in contact therewith, the contacts for a drum corresponding in number to the green lamps in each bank, means on the drum for progressively interrupting the circuit to each green lamp, a synchronous motor mounted in the frame for normally driving the shaft at a uniform speed, a, clutch connection between the motor and the shaft, a solenoid for controlling the operation of the clutch, and a timer mechanism for controlling the operation of the solenoid to vary the on and off period of the green and red lamps of each bank and the period at which the first green light is extinguished.

3. A trafiic signal device comprising a pair of signal display units, each unit including a bank of green lamps and a bank of red lamps, a timing device for the lamps including circuit connections to the lamps of each bank, a rotatable shaft mounted in a frame having spaced side members, a pair of drum controllers for the lamps in each bank rigidly mounted on the shaft,

a plurality of contact members disposed about the axis of the drum controller in contact therewith, the contacts for a drum corresponding in number to the green lamps in each bank, cam members on said drum 180 apart for collectively and individually controlling the green lamps, a synchronous motor mounted in the frame for driving the shaft at a uniform speed, a clutch connection between the motor and the shaft, a solenoid for controlling the operation of the clutch, and means on the drum shaft clutch member and in corresponding angular "relation to the cam members on said drum for cooperating with the clutch operator for positively stopping and holding the drums stationary at each energization of the solenoid.

4. A traific signal light timing device for a pair of lamp units, a pair of drum controller members, one drum for controlling the circuits to the lamps in each unit, each drum-including a pair of cams 180 apart for energizing the lamp contacts and a pair of circuit interrupters on the drum corresponding to the angular position of each cam, a shaft rigidly mounting the drums, a synchronous motor for driving the shaft including a movable clutch member on the shaft, a solenoid operator member for moving said clutch member to disconnect the shaft from the motor, and means associated with the solenoid operator member for moving the clutch member axially on its shaft to disengage the clutch and shift the angular position of the drum shaft to cause the cam members on the drum to operate the lamp units in a desired sequence.

5. Apparatus of the character described in claim 4, including a V-shaped notch member formed in the clutch operator, and a projection member on the clutch member having a fixed angular position relative to the drum controls, whereby the V-shaped notch member centers the projection relative to the notch member at each revolution of the drum to cause the drum members to effect the desired timing operation of the signal lamps.

6. Apparatus of the character described in claim 4, including a V-shaped notch member formed in the clutch operator, a pair of pin members located on the shaft clutch member at 180 apart and corresponding in position to the cam members on the drum, and means for energizing the solenoid to operate the clutch member at each half revolution, whereby the pin, engaged by the V-shaped notch member, is drawn into a fixed angular position to move the drum shaft into a fixed angular position so that the lamp units shall be synchronized at each cycle of operation of the go and stop signal lamps.

, WILLIAM J. NORTONQ 

